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rilK KIT.VATlnNS (>KrKUT\I\ DATIM ON THK CHEAT 

LAKKS AM) KIVKKS AM» IN THK i m Mol. MAINS. 



By Jami «ir<MiRAnii:H. 



INTl;oI)i;CTU)N. 

Am tilt' HHd or labor iif the riiitttl BtatoA Krolo{n(*al nnil (;<Ht(rm|iliiml 
mil r tilt* Trrrittirii's now In s in <'oIi>ni«lo, the follouin;; uork wiih 

III II for tlir |iur|Ni.s4< ttt •Ift4'rniiiiiii}; t!i«* <'l«-\aiii>n of Di'iit'fr. 

V t |iii'.H4'iil till' lia.H4« frntii uliuii all allitnili'H in tli> r> 
jti . It'll. TIm- lii>i;:lil of Mi'MviT alMivr tlif wa li;'«l ii 

V iIimI at Irnm .'ijM.J 1. *t to .'»,.»>:; fiNi. and ' .•! 
Ill tir K. P. and V. V. \l. K.h MM-nitil t<> iliflrr i . f. 
lU'lifVin^ «liat aii\ .nnrh larm' tliM'n'panrits U-twirii >j luifH 
ijin<<t In* due to talx* rf|HirtH and oirorM in iitiiun;; tlu linkH 
of tlH>M4> Ion); tliattiH to tin* m-ix, I detrrniiniil to n*<'onMtrni-i all )mw 
Hildf linr.H oi h'ViU Ironi tin* tK-«Mti to tin* K<Mk> .Monntiiinx. n-i. .itdy 
oDIi'tal r«'iN>rtH l>v «'n;»ini't'r>. and rlnM-Jiin;.' ilirni l»v |NTMin ^a 
tion id their ntitrlMMikn and working pioiilfH \v|icr«*v«>r !•...■ ..< ...>le. 
For Ihitt pnn>oH4* 1 viniti'il tin- niiln>ad riiuiiui-r oI11ci>m at iNMivrr. 
Omaha, La\vi< ' ' ' lini I^>niH. (I < ' ' I. Now 
Yolk, anil IMi not onlv lli< . s niiil 
t1 h 
, lit 
r< d ol lltr ii. a the 
( ''.' nut' of fit. ' \i . no 
r> ^. \N . and «»l l.'.i* 
li. -'V III I.>" .1. ■ d; 
tlif'M- liavf iKiw to Im* UMttl iiist. in. 

I'll! iiiiin xi-.iis. \.iii<iiiN I' A .i«.liiii 'tiiii li.isr Ih"**!! 

Ol .;.... -,. . .* . .;». 

cuntiniied t work nndi-r tin ;i. 

luiion. I .1-1.1 lilt t i..''^ ' ' '•* ■ :ii» 

Army hn- of thiH ni.it< ir 

own Ti '-'i K, In 

the 1 AllMTt .1. 

V .tul 

ii k. 

I «n 

I. ;i', 

a ry 

t • n« 

«• .V 

tl. Mtl 

r. T- 

«» ,., . ...,11 •■• .■) ».M't 

k of th« )h; anil tlu*« must 



fi30 GEOLOGICAL SIKYKV OF THK TKKHITORIES. 

lie ilctciiiiiiu'd in<lr]M'ii(l(iill.v nf the l);ii <itml( T. 'I'lic elevatioiiR Hliould 
lir kimwii to within li\f Irrt to salibry tlic pn'scril iictMls of ineteor- 
olo-v. 

'llic use of iliis lar.m' and a(lMiii:ibly-airiin;,'((l (•ollccfion was kindly 
ollrird nu", and to its assistance I am laij^rly indt-lMcd lor the ••onijilctc- 
ness ol this invt'siij^ation. 

The piint-ipal dillienlties encdiinlered in the present work were: the 
diseiepaneies between the dill'eient oflicial repoits of the liiotiles of the 
same lailroad or canal ; the dillieulty of lindin}; the jioints n-lened to 
at the ends of thi' prolih's; the dilliculty of connecting,' tliem with the 
mean surface of the ocean ; and the clerical errors or mistakes in lij^ures 
e\i(lently due tocopyin}^. 

The din'erences between the n-portsof the ])rofile of a railioad oi- canal 
seem to arise from want of care in computing,' from the le\<'I-notes, and 
from the fact that they are actnally rejioits of ditVerent levelinj^s which 
do not aj;ree. Generally, a preliminaiy line of levels is lirst run over 
the whole line of the railroad, and bencli-maiks established ; then,wlien 
coiistiuctioii is commenced, the (lilVerent divisictns of the line each take 
one ol these ben<;h-marks as the datum for theii- levels, and binhl their 
part of the work from this pctint. Thus, the line as a whoh' is really 
liuilt from many se]»arate datum-j)Ianes. \\her<' the diflerent di\ isioiis 
join, they connect their levels so that the ndative heijiht of the ditlereut 
datum-jilanes may be calcidated, and all may be reduced to «)ne base. 
The notes of these connections are generally correct ; but, in the first 
calculations of them, many errors almost always occur, incident upon tbe 
hurry and confusion of closing the work and dismissing the engineers 
for the sake of economy. After the railroad is running, and the chief 
engineer has leisure to exandne the records of his oHice, errors are found 
in the calculations of his i)roti]es, and the whole is reviewed and a new 
IMolile ct)ustructed. It often hajtpens that, atter a nundjcr of years, 
either a part or the whole of line is releveled, and a new prolile is tbe 
j'csult. 

Among tlu' profdes wbich I have examined are representatives of all 
these classes : 

First. Profiles of ])reliminary lines of survey. 

Second. I'roliles Irom lirst calculation of constructed lines. 

Third. I'roliles of linal calcidation of constructed lines. 

Fourth. Frotiles of linal releveling of constructed lines. 

Fifth. I'roliles made up in the ollices by mixing tbe results of two or 
more of tbe above classes. 

It is evident that these classes must differ very much in accuracy; and 
necessarily the lirst step in this examination was to detern)ine upon 
methods of testing the i>ioliles so as to lix their proper relative weights. 
This was a very complicated ami ddlicult process on account of the num- 
lier of factors to be considered. Some ol the princiiiles may, howe\er, 
be stated. 

if two jjoints weie connected by several indeixMident lines of railroad 
or canal, the agreement of these lines as to the dilference of altitude of 
the ttMiniin was consi(lere<l one of the best t«'sts of accuracy. 

If one of these lines was a canal which imd been releveled many times, 
and the termini carefidly connected with the other lines, and of which we 
liad a linal (tllicial report, this was taken as true and used as a standard 
of comparison for the a<'curacy of the other lines. 

If the' lines were all (;amd-levels, their relative weight was determined 
by the nund)er of times tliey had been releveled, the reccLtness of the 
work, tbe recentncss of the ollicial report, and its detailed character. 



,j CKOORAPIIT— KI.EVATIOX OP DATm-POI.VTS 031 

If tb(> liiirA n-i>n- iitl niilriNut Irvrlii, tin* fulloniiif; {KtiiitH w«>n' coiinid* 
crv<l - • " ••• ■'■'■• * • •' ' '• • • ' ,,f imen: 

S«-« I 'ini. 1 I I.I i t iii\ « HI 'I I II I I X' 1 1 J 'III I H i>i t IK' II M.I I I •■III jiiM .it inll of I III' 

ron«lMuli«Mi Irvfln. or ti n-lrvrlin;: nf tli«' r«»ni|i|i'ii i| Inn., or, U hI of all, 
(liiit »«• hIhmiUI Ii . ' ' ■ 

Tliinl. TImr ri : imrly Imlr 

' ;ir. 

ii|i by joiniiifr m-vrml jmrlii 
IHittKiii, tttf i4»titii'4 ti«*u tjfiu<*4*ii thrill hIioiiIiI iiiit )m> o|N'n 

ll. Ill Mxi-nil liiM*«» ' ,.|^ from tlu« 

ofliiTH nf j||i|Miri'lll ••«. _ , .Iv 111 till. I. 

IfiH'Vcnil niilmaiU. riiiiniii;; irmii a roiiunnii |Niiiii,ri. 

rivrr, till' (ill! ul flu- .strnini wmm di-tormiiifil l»> tin* vi'i> . , ; 

rhi-r worp n'jcctfd uliii-li niiidr it nin up lull or giivi* an iniimilMiMf 
i.ill. 

It »wvi*nil pnnillcl rnilmadH «(>n>rtit by n rroHHlinc, ircll rAnniH^tiNl, 
•1.1 nKrtM'iix'iit ii|Ntii tliiM (■(imiiiftii tiiu> wum coiiHiilrrpil n» r.ii iiii|Mirtutit 

' '• '11 two 1 fart fnuii ii nuntiifiii 

' a roiiiii 11, tlir ('oiiii<*«'(ioii for 

' (li.ili wJM-n till i'IhIh of till* Illii-H iiii'n<|y 

> lirll iiaVl' to Im- |o|||i>«i li\ roliliii-(||i;{ tlli< 

I'pllratton «>f tliojv MtaiiiianU of amirnrv Mhowftl 
- of tlir Ihial <*oliiplit.itloii of th«* roiiNtrili*tloii 
)' : ililr HO i.ir itK aii\ one line jh i*oiit*cniv I. The 

I'ai. IC. 1 •- tfivcii aM oiM* of the lN*Mt i'xainpIr.H. It Ii:im Imimi 

r.iii.fiv ' iM.i rii..ii i. rt...i.. w;i,H ,1 ilixrcpiinrv iM'twmi iIm» 

I 111 ff<*t, it wan foiiiul on a thinl 

! II. III. 11 I int w.iH iliir to i>rroiu*oiiN coiitM'<'iiiin 

<l all )N'<'iirri*<l at one |Miiiit. Aim! how. wh«-ii 
> till- ol.' ! of iIm< ih-w aixl 

!••. tin- «•!■ iIm* ih'W Imio ih 

^^ • •• tu -Ml. \\ lls<»||. till- ' 

r n- lia.H tiikiMt i!i Mi\f-- 

ol (111 r.t. i: I: . ami tli 

.i>rTi-ff n-]»Mrt n? <• nf tit ■ 

run. I .lOi 

•f loIiHf; i:i«| 

•I <to III vtiili liir nnal < . of tho 

I Ii l\|- I'lll IiImI'iIi - ■■( t V lllli-a 

•■ Buy, and m*<mii to In* lU to l.'i fcot 

lid tlii> ninut |N*rpl<*xinir to tbi* cfHiirrnphpr, 

• of the I ' ■ inir 

Mirfi aini lU 

iin 

IX 

U lit •« iUv> io«*A( in^tMiKtui* |M»«i«*r «ii tinal 
In );«*iu*rui, I am Milmtioil that thr important erron tn our miiroad amH 



C,:\2 fJEOLOOICAL Sl'HVKV OF TIIH TKKKITOKIKS. 

en mil pynfihs arc )ii>t so much dii< ^> hiijnrj'cit instrumental irark as to 
liaslji conijiutation <nul carchss combination ol the results. 

Tin- (liliiciiltics of iiiiikiiijr comucticni brtwecii llu* «'n(l <»1' oiu- pmiilc 
and tlir lic;^iiiiiiiij; of aiiotlicr liavc lu't'ii ^('^v \i,vv.\\. ]Most cities have 
now a (latum or base point tiom ^vlJi(■h all tlic city Irvrls date, ollcii 
called the city diiectrix. The nnitetl States Siiriial OlVure has takeu 
^leat pains to jifot reports from most of the city-t'iij;irieeis of the hei^ihts 
ol the iailr(»a«l depi»ts ahove these <'ity directrices; lint the dillicnlties 
of nsinj; this connectM>n between railroads is that in many cases the 
present de]>ots are not tlu* ones relerred to on the jiroliles of the roads; 
and even when the present depots are the sann* as the old <jnes, the 
Uiade at the deptit has hci-n chanj^cil since tlu' lallroad jirotile was 
made, and no note ot the ])resent j^rade made on the iirofih-. This seems 
to he tlu' case in ('hica;40. where the raili'oad prolilcs almost all indicate 
a lowei- i,'rade lor the depots than those reported by the city <'nj;ineer. 

r>y visiting' the ^loinnl, and making' connections with old benches, 
I have gotten rid of many of these errors, and, fortnnately, in many 
cities the railroad-enjiincers have connected Iheir datnm with that of 
the city. If the enjiine«'rs of this countiy will adopt this as a rule, the 
value of their work lor general and scieiititic purposes will be very 
much increased. 

The railroad lines from riiiladelphia, and the railroad and canal lines 
trom Albany, had reported the elevations alony- their lines above tides 
ot various stages at these points, and the G. T. K. \\ . of Ca. bad 
reported their elevationsas refeired to tide at Three Hivers, the head of 
ride-v.ater in the Saint Lawrence. These ilatum-jioiuts diller from each 
other, and ir(»m the mean surface of the ocean, whi(;histhe oidy proper 
plane ot reference for our elevations. The eriors due to this cause have 
entered into all previous reports of elevations in Pennsylvania and the 
re<iions about the ^reat lakes, By tlie assistan<;e of the United States 
Coast Suivey, and of ]\lr. Smedley, city en{;ineer and surveyor of Phil- 
adelphia, the datum-planes of the Erie Canal and N. Y. C. P. L'. le\ els 
and of the l*a. P. P. have been connected with the mean surface of the 
oci'an. 

Imjiortant chans,es are made as the result of this investifjation. The 
elevation of the great lakes and surrounding- country is found to be 
about 9 feet more than previously report«'d by the State geologist of 
Ohio, and that of Saint Louis about 2o feet higher than reported by 
Humphreys aiul Abbot. While Jvansas City, and all the surrounding 
country for many hundred miles south and west, has heretofore been 
reported more than KM) feet too low, Omaha is raised about ."U feet, and 
Indianapolis about 100 feet. The tall of the Mississijtpi abcive Memphis, 
and of the Ohio, and of the ^Missouri Pi\ei. is also changed. The 
amounts of these changes are so great, and the accuracy t>f the results 
of such impoitance to science and to our work ol internal impnivements, 
that 1 publish the evidence upon which they rest, and a statement 
of the evidence upon which i)revious reports were made where such 
could be found. 

The checking at Denver of tlii' levels brought through by the U. P. 
and 1). P. \l. 1{., and by the K. P. P. P. is so close that 1 i)elieve the 
errwr of elevation ot" this point cannot exceed 10 feet, exclusive of that 
due to detlection of the pbnnb-line by attraction of mountain-ujasses. 
The result by the K. P. P. P. is olU8.<)7 ; and by the U. P. and D. P. P. 
K.s, .~)11>4.'J0 feet abov«» ujean sea. My determinations of the elevation 
of Ogden, above the Atlantic Ocean, by the V. P. P. P., and above the 
I'aeilic Ocean, by the C. P. P. P., diUer only I'o feet. When it is cou- 



OAauasa.) 



GKOOKAI'llY ELEVATION OK I>ATr>l-IH*IXT». 



(i33 



ni<' ' O^ilfii, I'tah, in niMitit 

t»' it. It It imt iiii|iriilt;i 

bl«* tiiiit a iur;;i* part nt iIiih crpM ii«it iN'tuct-ii <'|icyiMiii«> ami O^alni. 

wlll*ri< till* Uiirk i>ll till* ('. I*, ll. U. wan l|ri\lMI .>t m uni.i. . . •).>|||itl 

i^lNtHl, ami ulirii' tlit* lliir lii-A o\ **r Umtllit.iliiM 'I map 

HbouA tbo Uiii^ uf Ivvvl.H that ha\u viilcrvU iiilu lU,^ «..^ ..-.■■... 

JHsrtiMtioii of eriHrmrr of Ihr nlittudn of rnriotia jutintM in thr Imtru 

SttUen i/H</ CaHiltltt. 

TIIK KLKTATIttN OF LAKB OXTAKia 



frfi. 



'UlMH pill' 



/«' ■-. 








Mfu Ihli* •! Albans Mal'« CoMI Nan • 
trvvtlnc. 




■ r^ tw-xtt 1 


1 


i. - •• ■ 


e«3L 1 






1 








MrAu •<iii«> —r i^k' iNii^iu 






»a «• 


.«(r?-wH -f^n-ur«»av 








Mr 




! II.T..«I IV- 




8artea»«r L«k»()MUt 








rr 


ii\ n 


AN '.M 11 T.lVrtV 




;\mI n«Wta. 






.7 


Jtor- 






I t 


tanal*«llu« 









Tti<- IUhI (Ifli-riiiiiiatinn ih iiil<i|>t(«d, Im*(*»um> it !•* itif fni.tl rfKiiIi uf 
nil ,' oviT tin- liiMof ilir KrH'Tai' 

ol • I" • ■ "1 ■ ■■' I. -v.. I- • i,„| u. ., 

n«- !.i iH'i til t" 

III' ■Ml >-ii - 1 1 n •-! ^, m » IMttll HIICU k ll«i" lf«l^'f «.!•♦ Ill 

' tlii't;. T. R. W. nn- ." 
b> ll ami rbuiiiplain U. 

IIHM. ^^aUr Ml in CI i.K .'A* h ■ • l*. 1. 1 

I hi' M. * < .|..v»U I, W lit N I, \V I 

\\ 

p' l»iviTnii<l 



(;:]4 



(ii;(>L()(JlCAL SrUVKY OV THK TKKKITOKIKR. 



KLKVATIoN OF lit'FFAI.O. CI.KVKLAM) lUUKCTillX, AND }ilKAS SIUIACI-: UF I.AKK 

KKIE. 



t^rtt dclcrinination. 

:Mi:iii tiilo at Albany, N. Y., liy Uiilt«il StivtcH Cuist 
Survfv U'vi'liii;;. 

Siirfiut'of wati-r ill Erif Canal at Uiiftilo, by n'j>()rt 
of tlnal U'Vflinjjt "I ICiio Caual, (hci^ ^lroliU•» actoni- 
|i:inviiij: annual npDrt iit' Stntc eUKiuui-r ami mui- 
v.vfir t)f Nuw Yiiik, Jpuuary 1, IdCy, by J. P. Good- 

Wator-prisni of tliirt .si'ftion 9 foot deep ; Lenco, bot- 
tom of canal at ItulValo. 

Snrfaci- of Krio Canal. Hunalo 

Bnttnm of Krie Canal, Uiillalo 

Surlacf of Laki- Krii'. by obsorvations at Cbivolaud 
and Uull'alo from Ifii to 18.')7, and imblisbi'd in 
Smithsonian tJoiitiibutious, by C. Whittlesey, 18G0. 

Mean mui face of Lake Krie at Buffalo 

(,'lt'vcland directrix, by moan ol a very f.ivorablo 
month of synchronous observations at Untlalo and 
Clivcland on surface of lake, by Air. C. \Vbitlle- 
si'y and Mr. J. Latlirop. 

Cleveland directrix 

Do 



Mean surlaco of Lako Erie from 1844 to 1857 

Second determination. 

Permanent United States (Joast Survey bench on 
trrauite block at (iloueester Ferry, N. Jf., by United 
States Coast Survey Report of 1«71. 

Mean tide in Delaware Kivor at Philadelphia, by 
United Slates Coast Survey Report. 

Mean tido at Philadi'lphia 

Philadelphia city datum, by leveling of Mr. S. L. 
Smedley, city-engineer and surveyor, and his assist- 
ant. Mr. Herring. January II, 1874. 

Philadelphia city datum 

Pennsylvania R* R. datum, by report of Mr. Wilson, 
consulting-onirineer of P. R. R.. If74. 

PiniiHvlvania R. R. datum or base of levels, called 
ll.T. at I'liilad.'liihia. 

llarrisbiirgh, Market street depot track 

Do 

Pittsburgh, Union depot track 

Do 

(The above elevations are from a jjrotile of the last 
i-ompntatious from releveling the whole line, agree- 
ing within one foot with the old construction-levels 
at I'ittsburgb. Jteport bv Mr. Wilson, eonsultiug- 
.Muimcr, April i!*. 1874.) " 

Alliance, bv P. F. W. 6c C. 11. K. profile, 1872 



Foot. 



4.84 
508.42 



559.42 



8.82 
568.24 



VariuuH datuni-ploDo*. 



Above M. T. f«K»t of Eight- 
eenth street, New York . 
Above M. T. Albany 



.do 



H 



Above bottom of Erie 
CunnL 



57:i. 2H 
504. 26 



Above M.T.Albany 

Above liottoiu of Erie 
Canal, Buffalo. 



573. 08 



Above M. S. of Lake Erie 
from 1044 to 1857. 



Alliance, (track) 

Cleveland directrix, by profile of C. & P. R. R., re- 
jiortcd bv Mr. I. Pillsburv, February 11, 18.')8. 

Cleveland directrix ". ' 

Crestline, (track,) by profile of P. F. W. & C. R. R. . . 



Crestline 

Cleveland directrix, by profile of C. C. C. &. L R. R., 

reported by Mr. I. Pillsbury, February 11, 1858. 

Cleveland directrix 

Cleveland directrix, mean of Crestline and Alliance 

routes. 
Mean surface of Lake Erie 



Ihird dctfrmination. 

Mean tide Albnnv. bv T^nited States Coast Survev. . . 
UnlValo, X. V. r.'Sc L. S. R. R. dei>ot track, by profile 

of N. Y. C. R. K 
Buffalo, N. Y. C. depot track 



Above M. T. Raritan Ray. 

e(|ual mean surface of 

Atlantic. 
Below U. S. C. S. beucb . . . . 



8.10 
4.751 
6. 032 i Above U. S. (.'. S. bench 



3. 34^ 



1. E19 Below Philadelphia city 
I datum. 



313. 00 
■738.66" 



336. 70 



507. 55 



407. 01) 
577.' 30 



4.84 
578.23 



Above P. R. R. datum. 
Above P. R. r! datum . 



Above Union depot, Pitta- 
burgh. 



Below Alliance 



8.732 
6. 913 ■ 



319.913 
'744.913 



Abovo Union depot, Pitts- 
burgh. 



Below Crestline . 



Above yi. T. Xew York . 
Alxive tide at Albany, as- 
sumed to be M. T. 



1,081.613 
574. U63 
1, 152. 51 



.')7.5. 21 
574. 037 



583.07 



OKOCiRAI'lIY ELKVATION OK l»ATrM-l*CIXTl». 635 



Va ita ai <1— > p>M^ ■ 






fWXA 4t*i€mimat^ 






Ak9r» IL T >'*^ 



r^'..- n:>ttl;rV 



Mia«a4 U» mill » 

l««Hte* of l^k' i;. W of ( * 

^.,tt^.^.i m-r. ct aepnatU 1' 



^inl«glr>l— nryy r«vart 



•r I.*l* Erto. M««a af ■>«ici«t l iw n ftvai 



T>m< iliiirwtnUii o-x 

««*awtr4 villi IW mm* 
llMa M tW Mrthf* af U- 

•mi*! *>«>t»f HIwi 



C3n GKOLUGICAL SrUVKY OF TIIK TKUUITOKIKS. 

EUvittioH of Buffalo, I'lau-land directrix, aud moan sur/act of Ixikc Krie — Continued. 



' 


F.H-L 


VarioiiH ilatnio-])U>ncfl. 


1=1 

Til 


Adopted result. 
Clevelanil liircctrix, (lliis in hi;;li-wiit(T mark of 1838 






575.08 


ou pier.) 

Diferfiices qf the other remtltn from the one adopted. 

Second ili-tcrmiiiatioii ililTiTt* ^.. 

TliinI ilitcrniinat ion ilill. is 


- 0.41 



















The first detennination is adopted, because it is the result of many 
years' Icvdinji- over the l'>ie Canal, connected with Cleveland l»y a very 
favorable iiionth of observations on the lake surface, and connected with 
mean sea i)y the levels of the Cnited States Coast Survey. 

The United States Coast-Survey line from their tide-j,faujxe at New Voik 
to that at Albany was run for scientilic i)niposes, and is nndoulitedly 
leveling of the first (luality. The Erie Canal has been in pro<-ess of eoii- 
stru(;tion ami enlarjiement for over fifty years. During? this time the 
levels must have been rerun many times, and the benches and compu- 
tations checked by a succession of difierent engjineers. Their final 
report should be of the highest aurhoiity. The mean surface of Lake 
Erie, durin^jj^a month with li<;ht winds, when the fiuetuations of the lake 
were small, is considered a level })hine for connectin<; the west end of the 
canal with Cleveland. I think these reasons sullicient to Justily me in 
accejttinii' th<' lirst determination as a<;ainst those by the railroad lines. 

The result may then be considered as showing p«'at accuracy in the 
railroad surveys, which are from 4S() to (iOO miles lonj;, and yet differ 
but about one foot from the canal-levels. 

At Ilarrisbur;;!!, wheiethelinesot the second and fourth determinations 
(•loss, the cluM-kiufi" is very close. The height, as brouj^ht by the U. S. 
C. S. and Pa. R. II. from Jiaritan IJay, one hundred ami seventy-five 
miles, is ;jl!>.91, while that brought from lialtimore by the N. C. K. K. 
is;ni>.7o; the two dilferin,i;- only (Vij ^>t -^ foot. The elevation of this 
same Market street depot at llanisbur^h by the P. »S: K. If. P., reported to 
me by the chief engineer May, 1S74, is ."JOS.O.} above M. T. Philadel]>hia, 
which would be .'3 11. ."is above M.T.Atlantic Ocean. This lim- is evi- 
dently in error about 8 feet betwe n I'liiladeJphia and Ilarrisburuh, but 
I beheve it to be mostly in their computation, and not in the instru- 
mental work. 

At Pittsbur.yh the Pa. P. H. is a^iin checked by the P. ^- O. P. P., 
which, in a number of reports, liive the elevation of their depot as 733 
feet above mean tide at P>altimore. By the report of the city-enj;ineer, 
the ]>. & (). P. P. dei)ot track is 7.7.') teet below that of the rnion 
depot; hence the elevation of the track in the LTnion depot at JMtts- 
bui-h, by the P. ^: O. J{. P. above M. T. Paltinnue, is 7-lL'.7r) feet. That 
by the Pa. P. P. was 741.m feet above M. T. Paritan Pay. As it is not 
known to me how this mean tide was determined at Baltimore, nor is it 
known whether mean tide at JJaltimorc is the same as the mean ocean-sur- 
face, aud as tlie B. cV (). P. Ji. levels have not been subject to as many 
xevisions as those of the Pa. P. P., and the connection of the Pittsburgh 



OABMn) OKCKJBAI'IIY KI.KVATIOS OF HATI'M-IHUNTH. fi.'iT 

(l<-|Mit lA not kiiii^^ii to Im> Willi till' "iimr k' 

railroiiil, I loii^i.lii i|ii> I'.i. K. I:, rrniill a . . . 

tli<* |ir«*MMit I ot tlH' irark in flu* I nion <lt'|Mii. 

Tlir liiii" ' iroin Haltiiii..ii'. h> tlir N. <". I- I' ».. H ..i.«l...t..1. 

anil thiiiii-. Ity tUf 1*. & K. K. I{. i<> l^ikc l.iir, .ii i 

buiiilriMl iiiiil iwi>nl> Mix niili*H, iiM< |i«-<« till' l.ikf \« i< •■ .in'ii'-i •••.n .....— 

not t'\(-«>««l J h*«'i. 



iita»-^<M« 



t^k- nlUdllUlM<'«a< 



i^k* R*tr 



r n w -» 



Itaif. 



rW<ri»-w.| .li>«. t> 



G3S 



OEOLor.K'AL srnvr.Y of thi: tkuhitouies. 



ELEVATION'S OF LaKK HUUON, KTC-ConlinuMl. 



Siirlacf i>f Lnkc Miclil^ao, mean of twenty year* — 

Alliiiii.o, by C. <fc r. ]{. U 

AUiaiifc 

Cliiiuci. depot, trnck of 1'. K W. & C. R. K., by P. F. 
W.i ('.. IMT'J, niM.rt. 

ChioiiK" tlt'pot. tratk 1". K. W. i C. K. K 

<"liica^o (liicctiix, by city-eu(;iufL'r», 1^72 , 

Cliicn>:i> (linTlrix 

Sml'arf of Lake Micbinaii, nwaii of paBt twrnly vcara 
Cliicn;;o directrix, liy ]'. V. W. \. C K. IJ.. iiii an of Al- 

liaiiuc and C'rt'Stlii'c eonncrlion with ('Icvt-lunil. 
Surfacf of Lake Mieliijjan 



Eighth determination. 



(Me vf-land directrix 

Cli-viland, L. S. i M. S. dcj)ot. l)y city-i-nj:inccr 

CliicaK". L. S. A: M. S. dcpc>t track, liy prolilo procured 
at tb»> otlice of cbief enniincr. ()ct((l)er, 1873. 

('bica;;o, L. S. & M.S. K. 1{. depot track 

Chicago directrix, by city-engineer, lb72 



Chicago directrix 

Surface of Lake Michigan, mean of past twenty years. 

Sintli determination. 



Feet. 



VoriouH datnin-planc 



507. U 



467.7 
"a 50 



A bove Cle vclnnd directrix. 



lielow Alliance 

Below depot trnck 



8.50 
1G.G 



Above directrix 

Above Cleveland depot . 



Mi-an surface of Lake Erie 

Mean surface of river at Detroit, by State geological 

survey report. 
Usual heii;ht of water in river on June 1 



Cliicago depot of M. C. Pv. R., by M. C. R. R. report 



Chicago d< pot of M. C. R. R. & L C. R. R 

Chicago directrix, by chief engineer of L C. R. R. 



Chicago directrix 

Mean surface of Lake Michigan .. 

Final remiltg. 



Surffice of Lake Michigan and Lake Huron : 

(2) Fir.st detoraiinat ion 

(2) Second determination 

(•i) Third determination 

(I) Fourth determination 

(I) Kit 111 (liti rniination 

(I) Sixth determination 

(•I) S.venili deteiniination 

(■I) Kightli determination 

(1) Ninfli determination 

(Tlie ligures in parent he.-<es indicate the relative 
weight.s witli wliich the different determinations 
enter into the mean.) 



Adopted result. 



Mean of nine deterniinations 

Mi-an surlace of Lake Mi<'hii:an forjiast twenty years 

The extn-nie range among llie nine results is 

(This amount does not exceed the known tluctua- 

tiiins ol the lakes.) 
Chi<-ago dircetiix: 

Seventh determination 

Kiulith determination 



Mean 

Result bv subtracting 'i feet from a<loptcd result for 
mean surface of the lake. 

Adopted remit. 



Chicago city directrix 

Tlieol)si rvaliona at Chicago make the city-directrix. 



Below trnck of L. S. &. M. 

S. depot. 



3.00 I Above Lake Erie. 



1. 00 Above mean surface of 

river. 
13.20 1 Above river at Detroit, 
Juno 1, 1609. 






6.5 



Below I. C. & M. C. R. R. 
depot 



Huron 
...do.. 
...do . 
...do.. 
..do . 
Michigan 

. . . do 

...do... 
Michigan 



4.21 



State of water unknown. 

do 

Mean surface 

do 

State of water unknown. 

do 

Mean surface 

do 

, do 



Below mean surface of 
Lake Midiigan lor past 
twentv years. 



567.68 



1,083.23 
505.53 



567.03 
5W.03 
360.46 

58^.46 



57a C8 



587. '.>8 
5e9. »8 



573.08 



583.78 
585.78 



.■>«>. 99 
590.99 
589.99 
587.68 
588.68 
586.83 
588. 46 
589. 98 
585.78 



589.15 
589.15 



586.46 
587.98 
.'wr 22 
587. 15 



, GKOGKAPIIY ELEVATION OF I>ATl'M-l'OINT«. C39 

II«>li(-i-. if tli<> height .'>S!l. I.'i fi'«t in U(|<i|itr«l an tin* ni«>nii 
fi^.f I. .11. 1 »,.. f I.. .1. 1 itloii ol llir rity illnntru. I Imvf ijixrii 
iV( otlir iliniTi-lit tIrtcrililliiilloiiH fur tilt* ! 

Milt, i III KM,,,, I. iiiili, Hixtli, iiimI ninth nn* ul Ww^' « ■>■'- 
<l«'|ifii(l on tlif lH>it{lit of \\w water nt m'lnut. In 

Kli«', UH r« |Mirlr<l by llir Sliili- iJr> ' ' ur\rV. In. ..ii^mi,. 

mliH'h tiiiM irjHirt (li'|NMi«N caiiiiK it. iiiiil I tli«-ri-li>ri' < ■ 

oiM*n to iiiiuli iloubt. rill* tiiHt. i tliirtl <!• 

);i\rn till' \alui* ['J) lN>4-aiiN4> (Iii*\ . railroa<l 

luifM* lit Toronto, ralli-il .nnrlarv i>i 1 ', Itiit wiiuh I >l<i util 

imMr to Ih> (III' uiiMii Mirlaic, but hih,. ; to In> mi. 'I'Uvs rmt 

(lirii'tlv to |^iki> Huron, but onlv in «>ii«- miu- m tiu' Hiuti* of tlir w.i'< : 

i;i\i'n ; ami tlii-n I ilo not know of Ik.u niiny M-arn it ih tin n,. 

Tlu*M' rr.HiiltH Htioiiltl, of roiirM', Im lai ..in llii< huirtli, li! 

Mud nintli. bill ari' not nraily ho |ir<> - ttir M-\cntii aii<; 

wbirh ilr|H>iiil on niilnwiil liiH'N run ilirfctly from tin* d<«vflan<i ilip 

fix to till* (Miiraco ib*|K)tH, wliirii in tliiH vam.* M't-ni Wfll riinn*'i:«>l 

with thi* ('htni);«> liinvthx. Tlir liriKht of thr Clrvflaml ilinilrix, om 

broii(;ht thron^rh on tlifm* Hanii< niilniail liiifH, th»« L. S. ^^ >! "- •' - 

P. F. \V.&l'.,r. iS. r..jiiMl('.('.<'.\- I. I{. H.H. hail rhi-<kiH| h4Ml. 

the i-anal ami lak<> Hiirfarc rr.Hiilt (hat thi-y an* riititlril to ;:rr.ii v. 

in thi'ir \ti*Htuaril rxtt-iihion to ('hifa^'o. In connection with i 

iliii ' ' iml ami ('lii< .i;^o, the llurinatioiiH of (hi< l.i' 

Ih*« the mean >nrlai"«'.H «le(erinii(e<!. I'or a« • 

(In ' — ittiiaii CoiitribiK'.' 

Ia'\ \ . .Ill K.ikfM, by ('; i 

rti . ii irotii (he l>mll«'\ i>l>H<'rvatorv. A ". V. 

!'• .idoiiH 1, I,*, ;i, 7, ami s an* the ««i whieh n-Hl in. :i 

Hiinirieiil eviileliee to make theiii of liuith value, ami It will U' Uo 
that (he nin^e ninoii); ttie.H4> t\\v im only L'..**>{ lei't, with (he lake .:: .... 
unknowu ntaue of the water. The niii;:e anions thoM* thr^n* that reler 

to the mean snrfare of I^ike.s llunui ' mi.. ... .^ ,,iily I..VI fi^'t. i 

think there(ore that the elevatioiiN of .>f l^ike Miehi^r^ili 

ami of the t'hieauo Minftrix will |»ri»i..ii.i\ ii«>i ih ..inu to a « I; 

ovtT one foot. NN'e have hen* a( the <'hiea|;o dinMirix an opi 

for •!' two Very lon^: ami imb 

rai; . V.<". ami L. S. \ M. S. 1 

I'a. i:. K. ami 1*. 1. W . v\. i . II. U. 1 tt've the rv»ult.>i tti ilciail . 



UlU 



ui:(>lu(;kal sikvkv or uii: 'jioiMniOKiLs. 



From main tide Xcw Yuik liny lu the Cliicttyo directrix. 





Feet. 


VnriouM datum-plaiicti. 




Bi thoX.Y.C.R.K.: 

Mcjiii lido Allmiiv. bv United SUites Const Survey. 


4.84 

578. -Si 

17 .10 

l'J.t)V 


Above M. T. Xew York . . 




liiill'ilodrpoi, l.vN. V. <■. U. n 


Above T. at Albaiiv 




(•liu;i;:o.l.|Mit. l.v L.S & M.S.R.U 

C'liirapidiivctrix 

Di. 


Above Itutralo drpot ... 
Relow fliieajjo, L. S. &. M. 
S. dipot. 


5«7 57 


Total disiiinci> I'l-om Nmv York Uay, UfO iuiU'8. 
l!.v 111.- I'a K. U : 

I'a. K. IJ. datum, l>y I'nitcd StatcH Coast Survey.. 

J'itlsbui'^lj I'liiou ilfjiot, liy I'a. H. K '. .. 


6.913 

738. 00 

L'll.OO 

if.M 


Above M. T. Raiilaii Kay 




('hi.a;i(.d.pot. I>y l\ K. W.'i C. It. K 

('liica;:o diri'ctrix 


Rclow I'ittHliui't.'li i!i>|)ot .. 




Do 




5^5 41 


Total dislanci', about 900 miles. 

Cliica;;.) dirictrix, bv X. Y. (.'. &: L. .S. & M. S. R. 1!., 9i?0 


5H7.57 

air. 


Above M. T. Xew York . 




milt's. 
riii(i;;o dir<-etiiN. bv I'a. K. R. & V. F. AV. & C. K. 11., 

'Mm miles. 
Ditferonco 


.\b<ive M. T. Raritan Ray 











Tlu^se linos ate about one liiiiulied and fifty iniNs iipjiit tlii()u<;h 
tlie first halt* of their conrse and about fifty miles in the western part. 
The l*a. R. K. crosses the App;ihichianinonntain sy.stein in a dillicnlt 
l>l;i('(Mi.sin.u- tf) a liei^) t of L',L!!»0 Icct, iimonj;- rid^'-es that iiiii.st e.\err eon- 
sidcrable attraetion ni>()n the level, while the N. Y. (". and L. S. «.^ M. 
S. Kiiiiroads are thron^^h eoiiipiiratively level eonntry ; and yet, after 
this lonj;- ennrse of ;iboiit nine hundred miles, they reach ('hie;i;,n> with 
only two leet dilfeienee in their levels. The result .seems tnilv remark- 
able. The height by the Pa. 11. l{. diflers— 1.71 feet, and by the N. Y. 
C, L. 8. & M. !S. II. iv. +0.41* leet from the adoi)ted elevation. 

The N. Y. C. II. U. is elucked at liuffalo, three hundred miles fiom 
Aliiany, by a eonnection with surfaee of J^ake Krle, state of water un- 
known, but assumed to be mean snrfaee. The railroad levels are o.T foot 
too hi^h. At Cleveland, four hundred and ei<;hly miles from Albany, 
the railroad-levels are 0.41 feet too hijih, and at ('hiea<4() (►.41* feet too 
hi^h. The i*a. II. 11. is cheeked at Harrisbui'4,h, one hundred miles Iroui 
I'hiladelphia, where it is intersected by the X. C K. Iv., brin<;in<j: its 
levels from mean title at l>altiinore, eighty-four miles. The two lines of 
IcNi'ls dilfer but 0.10 feet. It is checked ajiain at Pittsburgh, thiee hun- 
dred and lifly miles from Phihulelphia, where tlie 1>. cV < >. It. P. inter- 
sects, brin;;in;; its levels from iman tith' at Paltimore about three hundretl 
miles. The levels by the Pa. Iv. 1{. are IMO leet hi-iher than by the P. ».\: O, 
1». P., but the connection of the proliles of the two is not e.xaclly certain. 
It is. howe\er, not improbable that mean tide at Paltimore is a little 
above the mean level of the ocean. At Alliance, the 1', F. \V, cV: CL, the 
extension of the Pa. P. P. line, of levels to Chicaiio, is checked by the 
< ". \- p. p, p. from the Clevelantl directri.x. The elevation of Alliance 
bv the Pa, li. U. and P. F. \V. & C. K. K. is 1081,01 feet ; that bv the 
('. c^ P. P, P. is 1083.1*3 leet; the P. F. W. & C. bein«( probably too 
low. 

At Crestline it is checked a^jaiii from the Cleveland tlirectrix, the ele- 
vation by the P. F, W, & C. P, K. being llol'.ol, antl that by the C. 



OKOiiRAI'IIY — KLK%'ATION OK I) ATI* M- POINTS. C4l 



C. V. & I. IL |{. ll.V-MW; xhv IV F. W. & ('. iM-iiis pml.ililv tiw low. 

Al ("hiranu, tli«> r. K. W. A: « •' »' '•••'- ■■■ ' ♦ •-' t.-/|ow. ! • • 

IliiNili til tii<-'«4- rliifUH .It Al wuiild I 

tlir mlioli' til Ihf wrHh'rii p.ii i ■' ..h.|,.«> | (|iri< 

ihiitk It Hot iiii|iri>l*al>l«* that tin iiiinrii li\ ilir I' 

|{. IIIIIX Ih' .lUtlll 1 l«Mlt tlMI low. I .11 ' 

Im* iiifliiHtl In ii«l«i|ti 7 !•> Ii-cl Uft till' «■!' 

ini> »\ of thr I'ii. K. K. n-Milt <•! . ii.'.*! ;. 

I >•{ rolilir«-tr<l lllir i»l itilliMil I<>V«'|h tllllt Wf IlllM* aiMi|i|Nirtll- 

liil> totlut-k at riiira^M iH tliat of tii<« <t. T. K. U . «>l Can.itla. ! 
Portlanil. Mi*., to Di'troit, .Mirli., and tlifiuv to Chirac'" l>.\ tli*- M. • i 
K. Tlif ilftailMof tbc line ami its rrHultii an* ai* IoIIoum: 

—m ^f rktrmf tUnetrti ^ <. T. R. IT. <^f raaa^ mmd M. C. A*. / 



Far*. Vaf*i]«*4al«a-|iU»<« 



t>t«i-. 



My H«li>i»t»'d »*!«v:»ttftn is .'i»<T.l' fccf : ?h»Ti«fon«, thin line «»f IfvrN, 
pU'Vi'h ' [H'ars to Im« In « • 

7.<w i.vi III the .M. {'. ir 

till* lant Ihni' hnntirfil miiIih. 1 Itr i|iiality ni tlu* line in «l 
i> >.liii\\ii l>\ ilif i-|i(t-kH at \an«MiH |MiiiitH. TUr lli>i « In < L 
thirty iiiilrs iroin I'ortlanil. wImi • 

■•• i".i .. < »..f . .. ii.- -' (Ji* «ii th» . ..; 

■ U an* .i.i'J IW'l l»M» liiw. III.' 
iMM I III < K i> .u .->.tiii: • iiiiMiit. i>l;;lit liiiiiilnil iiiih'H Iroiii 

Portland, whfti* thr liiir 'i*d with tin* Mirfan' ol thin laki*: iho 

^ n, Iml, if a«»>uiiird r ' ' i 

Mt low. At l>4*troit 

. i.> ih iiu- .M. 1 . i:. i:., 

■If i». t ^1 r. i:. n. jjivi-M 

.« ..t i.i ! II. w. \stvx 



*lon uf thiH |Hiint iiy ilu*(t. 1. !«. \S . m 

'"ft I'riiin llii. iiiil liiiiii (III iiiutli ill I. .... 

I.e. 

i. I .< • Mlllll. 4 ••• KJllgtll 

oft 

} • - -; 

' ■ niuf uuu'ist'i .»ii'i .•»:\:\ imic'*. 
41 «* .s 



G42 



GKOLOGICAL SIRVKV OV THi: TKKIM T* HMKS. 



From iniiiii tide at Sew (hUauH lo Chiiiuio, hi/ \. (}. ,/. .V <it. .\. li. J!., Minn. f. /,'. /,'., M. ,t 
/'. A'. A' , .1/. .V A. A*. A'., .V. .y A. "'. Ji li., H. \\\ nlopf of MifHiimippi liirvr fourUin niilin, 
M. .( O. A'. A'., iiiuHll. <: li. Ji. 



KLKVATIOX OF MEMl'IlIS, ' 


IK XX. 






Feet 


Various dutuin-plauM. 


>s I a 








pi 


Cat>ton Miss bv X O. J. &■ fU. N. K. R 


240.00 

;.«. 00 

0.00 

75. UO 


Abovo M. T. Xew Orleans 
Bi-low Canton 














^Ii iiipliis, (HiipiiuHcd U) bi* (k'|>ot,) by M. & T. li. li 


do 










259 00 


Mciiipliirt L. W 






IN 10 


Mi'iii|iliis Cilv (latum -! 100 left = II. AV. previous to 


41.66 


Below M. & T. B. K. d'eiwt 


2lte.00 


lp.>, bv r4tv-fii::liuMr i-4-|M>it. 








(Jiiiiiil J unci ion, I'lnu., by M. (,'. li. U 


334. 44 
574 44 


Above Canton 






574 44 


Jkl.mpbirt, bv M. & C. K. K 


-.i-ii). 47 


Iklow Urand Junction 




Mempbi.s, i\i pot il. & ('. 11. R 






244. !)7 


Mcmpbis 11. W. of railroad rt'porls, 1844 


25 00 


Below M. <fc C. cU-pot 

Below M. it C. depot 


21'' !•? 


M«nii)lii.s(.ity datum + 100 fcot = 11. W. previous to 

lf.')f<. 
(Tlii.s citv datum + 100 feet = 11. W. ia eithor the 


27.00 


217. 97 








11. W. (if 11^44 or of l.-.'>0; l)ut llicv dilfircd oiilv 0.4 








foot. Tlic clpvnlion of tliis 11. W. mark in several 








report.s of tlie M. kt t'. K. It. is f;'^'<'" a.s 'iiO.44 








above ti(U' in Mobile Uav. As llie oiilv records tliat 








I bave of the M. i C. U. I{. are above L. T.. Mobile 








Bav, this •-'■J0.44 mav be above L. T. In this ease 








Memphis H. W. would be 'J18.74 above Mobile T.ay 








M. T., but in either case the results from 2»ew Or- 








leans and Mobile difl'er very liltle ) 








Fi7}al results. 








Memphis 11. ^. previoius to 16.58, 100 feet above city- 




Above Xew OrleaDS M. T 


21 a 00 


datum. 








Do 




do 


210 97 


1)0 




...do 


217. 97 


ifean of the above adopted result. 












Above New Orleans, M. T 


218.65 




220.44 
21H.74 




i)o 


Abovo Mobile Bay, M. T . . 











MEMPHIS TO CHICAGO. 




Memphis, Tenn.. Citv datum f- 100 feet «= O. \V. pro- 
vioiKs to 1858, by N'. O. J. & G. N., M. C, M. &. T. 

McKeiizie Junction, by M. cS:. L. R. It 



L. W. Mississip)>i River, Sept. 30, 18.">8, at nickman, Ky, 

11. AV., If-.".:^, at Columbus, by Iluni])lireyn and Abbot's 
repoit. 

(This makes the II. W. slope of the river, from Hick- 
man to Meniiihis, 0.4!i feet per mile, supposing the 
(1istan('(> to he 1!KI miles ) 

n. \V. IrlH, at Columbus, Ky.. 14 miles np the Missis- 
sippi by slope of river. 

H. \V. at Cairo, bv preliminary 8urv(>y for M. &. O. 
R.l^ 

Chicauo directrix, bv chief enj;ineer I. C. R. R., Octo- 
ber, 1873. 



218.05 
269. 5C 



213.00 
37. ft) 



7.00 
It. .50 



Above M. T. New Orleans. |. 

! 

AImivc cit.y 'datura of j. 
Memphis + IOC feet = i 
H. W. I 

Below McEensie i . 

Above L. W. 1858 !. 



Above H. W. llickm.in ... 
Above II. W. at C(dumbn8. 



258. 50 Above H. W. at Cairo. 



GECKiRArilY KLEVATIOS OP DATrM-pniXTM. 



G43 



1 

1 

1 


▼««aM 4ata« |rf^ 




n •■■ 

y. . .tntr «r hiir *Ui> M 

II 
« ■ 
« * 


At»T* ■mt«m MU' 

li w 


SMM 

.li tt 

11 1 o| 
'«> 01 

K 1 -1 
.-•1 11 



11, . ' lie 

of lr\i*l-«, ititM- aittl »«tv(,\ iiiilt.H loii^, iitit itt'"* ( liii.tK** ^'- ■''> ''li 

rm»r o\ olilv - Tin* rrmr ol roiiiicrtioti, ilm- In HHJIi^ llir II. W. 

hIo|m« ••! lilt* MiHMs«i|t|ii ICivcr for loiirttiMi iiiilfH, wmilil not |>Mil>iihly 
CXt'WMl a r«M»i i>r two. At Mrinpliis, ilicliiir in rli«-<-ki-<l to witliiii I ^ lf<*t 
with till* li'v«<I.H lr<Mii MoImU' ltii\. At ('uIiiiiiImis ;iii«t at ('ain>. iIm* Iiiii* 
\n v\u'i'\ii'i\ liv till* M. <S: <>. H. \i. : bnt tlii> oiilx rr|Nirt.<« nf iIiih Iiih* uliirli 
I r;iii titiil j:ivi' till* ilfxatioiiM a.H (|i*t«*riiiliiii| liv an cxiM'tiiiuMilal Mirvi-y, 

till' n-f«iiltH of wliirli ««Tr rt'|Mirt«'«l ' •'■• - ' •••".; of 4tiK>klio|i|- 

<T?». in IVhi. TIh" rlianiitrr of hm - hihIj. ami lln* 

|i ' ivr |tii(\«M| HO inarniratr « mn i II. i\.- iHiii .ililc to roiii|iar<' 

ti I llMTonxUMclion Irvcls. tliat I liavr not frit JMHtill«-<l in ;:iMnjr 

t' s of tin- M. vV <>. U. \l. 1 ' \ t<» t'olnml'ii'* ami 

i wi'lu'lit at roni|Kirf<l « iH :iHirurl«>«l liiir-*. It 

IH, Im>m« \<-r, IP ]trrliiiiii •-> ilt.it Iluiii|ilirfVK anti AMmiI, 

in Miitr MmI: ; tlir M. iCivrr, liaiM* tht-ir I'lfNatmiiH of 

> .umI <*oliinilMi.-<, aiitl cuinMiiui'iitl.N tlioir kIo|m' of llio 

I ' " Mi'inplii**. 

BT M. A ' 




Vfto— lUl— pU 



^1 



II \\ : 



U.C^U.A I 






• III of tl >ni, 

up 
ol (Im C.t)iw i i(^ tlaltiui. on |M^<' <'i«T It 
l.\r!« of tin- M A <». I!. 1! 



G44 



(JKOLOfJICAL Sl'IiVKY OF TIIH TEKKITOKIKS. 



twiMity oiM' Imiidicd iiiilrs l(Hl,l,^ startiii;;' IVoiii mean tide* at Poitlarid, 
Mt'., ami icat'hiii^ N<'\v (h leans, La., with an nrur of — 1>.*.i fret. 

li we jjiiii the N. Y. ('. and L, S. tlv M. S. K. Ifs. with tlic hne lioni 
('hi(a;ro i<> New Oilcans, we have a <*(»nne(te«l chain ol laiiioad h'\ els, 
<i;^ht«'cn lininlicd miles len;;, slaitinj; li<»m nu'an tide in New Vtnk IJay 
and <'ndinj; at mean tide New Orleans, with an error (»f oidy — L'.ll leet. 

Isinj; the I'a. If. \l. and V. V. \V. «S: C If. K. tor a lhron;,diconnec- 
tion in tlH> same way between mean tide Karitan iiay and New Orleans 
mean tide, a distance ofahont eifiliteen hnndrrd miles, tin* levels reach 
New Orleans with an error of — iMl feet. 

These resnlts will j^ive some idea of the accuraoN of extended lines of 
railroad-levels when properly connected. 

ELEVATION OF CINCINNATI CrrY 15ASK. "WHICH IS STANDARD LOW WATEU IX 
OHIO KIVEK, 6-.'. 50FEET BELOW H. W. IKftJ. 



First determination. 
L. 'W. Ohio River at Cincinnati, h\ Miami and Erie 
Canal. 

Mian aurfiico of Lalie Eric 

I-. W. at Cincinnati 



Second determination. 

Ci.liiiiiliiis, Ohio, by C. C. C. & I. IJ. K 

< 1(V( land diriTliiX 

(.'(ilunilinK. Ohio ■ 

L. W. in Ohio Kivcr at Cincinnati waterworks, by 

Col. .fc X. and L. M. K. K. 
L. W. Cincinnati 



Third determination. 

Coliinihns, Ohio, dejjot track, by C. C. C. & I. from 

Cleveland directrix. 
Ath.-n.-*, Ohio, .innction of M. & C, by C. .fc H. V. R. R 

Athens at junction of ]M. <fc C 

L. W. at Cincinnati point, G2.5 feet below H. W. 1S32, 

= city ha.sp, by M. & C. R. R. 
Citv base L. M'. Cincinnati 



Fourth determination. 

Davton, bv D. & M. R. R 

L. \V. at Cincinnati, by C. H. & D. R. R. 

Mean .surface of Lake Eric 

L. W. Cincinnati 



Fifth determination. 

L. "W. Ohio River at Parker.sl)nr;:h, by report of a line 
of levels run IVoni Cincinnati to I'arkcrsburgh, (not 
the M. .fc C.,R. R.) 

L. W. in Ohio at Cincinnati, by same report 



Feet. 



YariouB datnui -planes. 



133.00 Below I.ake Eiie. 



167. 33 



307. 5S 



180.00 
313.00 



Final results. 

L. "W. in Ohio River at Cincinnati, city directrix : 

(10) First determination 

(1) Seeond deterniinaticm 

(1) Third determination 

(I) Fourth determination 

(!) Fifth determination 

Mean witli weipht.s 

,\do]>le(l result 

(The lirst determination is jriven a wei^^ht of (10) bo- 
causo it is a canal-line. The second and third ile- 
teiniinntions are well checked at Ccdumbus by the 
V. C. \. St. L. R. R. from ritt.sburgh.) 

Adopted elevation of I'itt.sburfjh 

Colunib\is deiu)t track, by 1'. C. & St. L. R, R 

Columbus depot track 



Abovo Cleveland directrix, 



Below Columbus depot. 



Below Columbus depot. 



Below Athens 



Above Lake Erie at Toledo 
Below Dayton 



Above M. T. Baltimore. 
do 



9ts 



573.08 
4-iO.ua 



575. 68 
743.01 



435.43 
743.01 



647.01 
44a 01 



Below ritt.sburj:h. 



573.08 
440. 08 



573.50 
4-10. 00 



440. 08 
435.43 
440.01 
440. 08 
440.00 
439.74 
439.74 



746.00 
•741' 20 



fr.. 



OE<MiUAl*IIY — KLKVATIOS OF r>ATL*M-l*OINTH. 645 

It 0.M fiH't tmm that by tiiv < . I. H. IC. 



li f^ 



r till' (li>|Nit trai k nt CoIiiiiiIhio. < 
Mii'i-rii. '••••J»» «*«'iii" • '< '1 !• " i<f 1«'\«"Ih Ii 

li> ||h< I • III I^ik 

; l\v til. I ... ; I', r .V 

llU\(* tilt' rlcMltlMll uf (*olllllllil|H \t\ ihf Inrilh 

M*u. and b) llir luttrr uh 711.1 1 h«l. Tlir «lti; >. .... 

ill (tiil\ l.ltffrt, tliontsli till* Hhdittr lino uf tliv twu im uvit »i\ liiiii(ln*<i 
uiiIrA III li'iiKtli. 





-«U iIaIMM pLsltr • 








ii' :♦ 






■1 :♦ 


iadialv<|».t* i.l.k.ii .ir|.H 




:.■ :« 


















:.•: 75 










\U>1« iJktr I ■ 


TU7 V 


1' 
f 






J 
I' 

u 






i WM^ f«i«ltl. 












\t. . 




:> 



(lUJ 



OEOLuOICAL SURVKY OF THE TERRITORIES. 



KI-KVATION OK THK SAINT LOUIS DIKECTKIX. 



Firtt determination. 



IinliiitiApoliH niiioii ili'put track 

T. no Ilaut»'. by 1. II. ami Intl. It. K 



Feot. 



T.i-rc Iliiiito, T. H. & Iiiil.<U-i«.t 

Ti rii' llauii-, II. W. in WabaHli lUver 

Do 

Tern' Haute, rivor-boil Wabash River 

1)0 

TeiTf Ilatito. ordinary water Wabash Hiver . 
Saint Lniii.s directrix," by St. L. V. & T. II. K. K 
Saint Louis directrix 



Second determination. 



Indianapolis union depot 

Vinciiiues, by Ind. & V. R. 11 



Viucennes 

&iint Louis directrix, hy C. &. V. and St. L. & S. E. 

K. I!s. 
Saint Louis directrix 



Third determination. 



Cincinnati directrix 

Present depot of (). & M. ]{. li., by city-engineer 

Vincennes, by O. A: il. 11. K. report in 1857 

(It is not known wlictlii r tlie present depot is referred 
to in this obi protile. II' not the iiresent one, it is 
prob.nbly the one at the north edge of the city, 
which is a few feet higher. Assuming it to bo the 
same deiiot as at pitesent:) 

Vinteiines , 

(On account of the nncertaintj- above mentioned, this 
result is not used, but merely introduced to show 
how small the probable error is of the elevations of 
Indiauajiolis, and Vincenucsas determined through 
Indianapolis.) 

Fourth determination. 



Chicago directrix 

Etlingliaui, by 111. Cent. K. R., ((Chicago branch,) re- 
ported to riie bv chief engineer, October, lh7U. 

Saint Louis directrix, by St. L. V. &: T. IJ. I!. It 

Saint Louis directrix 



VariouH datam-planca. 



317. 00 Ik^low union depot Indian- 
I aiM>liM. 



I'.i. 3 i Ik'iow depot . 
50. 8 iJelow depot . 



7LC0 



Below Terre Haute depot. 



287. 30 I Below Indianapolis union 
ileiHJt. 






721.75 
S(M.75 



485.45 



453.95 
4(n.45 



3. (iO IJelow Vincennes 



54.94 
(JS.OO 



Fi/th determination. 



Chicago directrix 

Mendola, (Hi. C. It. It. crossing,) by C. B. i; Q. It. K... 
Van(l:ili;i. (exact crossing of St. L. V. &, T. II. It. K.,) 
bvlll. C. R. R. 

Saint Louis directrix, by St. L. V. & T. II. R. It , 

Saint Louis directrix 



Sixth determination. 

H. W. l.-5f>, Columbus, Ky., by N. O. J. A: Gt. X., M. C, 

M. \ T., M. & L., N. & N."W. R. R.s. to Hickman, 

tliciici- fourteen nules by river-slope. 

n. W. 1 -M, probably 

Saint Louis dii eel rix, by St. 1.. Sc I. M. It. 1! 

(Belmont depot is certainly not below 11. W. at Co- 

lunibu.s, on tliu opposite side of the Mississippi 

River.) 
Hence by this route the Saint Louis directrix could 

uot bu'less than. 

Seventh determination. 



Memphis. n.W., city-base + 100 feet 

Aigenta, (op]>osite Little Rock,) by M. &. L. R. R R. 



10.50 
170. 80 



Above city-directrix 

Below O. &, M. Cinciunati 
depot. 



43a 15 

721.75 
434.39 
430.79 

339.74 



326.68 



Above Chicago directrix. 
Below Effingham 



567.15 



IC'.). 07 ' Above Chicago directrix. 
24i>. 00 liilow Mendota 



83. a Below Vaudalia. 



42(>.65 



320. 01 Above M. T. iCcw Orleans. 



319.11 
100.3 



218. C5 
80.00 



.do 



Above end of track at 
Belmont. 



AlM)ve "M. T. Xew Orleans. 
Above city-datum + 100 
feet. 



oAaMULl OEOORAPIIY — KLEVATIOX OF HATfM-l'OlXTH. G47 




« katckl M. 

jtelul LMit* a;(«Mtu 



l"i r. II « i.. V .1 .1 . •. 1'. . \\.y. \l T M.i.lir lUv 



I ..•.!. .Ilrr<-ltl. 



MoUle^ i 



11 *• 



I liiiN ;li (IrdTtiiinatioii Inhmiim* of tlir n 

••! I iMii .11 t .• iiiioiii, ;i: ' • ' i-vnitli from the iiiirn 






1 IM- 



• •n ill l.itilf K«»rk. • n*MiliM of tlu* ninlli titl 



i vritli 



I. 1 lir I ol lll«> .XiiliI Ixuilo 

• till \ ' Mil t Itll till II \ lil 1 1 

'r M. A; < 

I ... 1 1 . i-ii * I I 

K, It.. ;. 



CAH 



CKOLOCICAI. SIKVKV OF TMK TKKRITOKIE8. 



His clcvjitioii (if S;iiiit Luiiis (lin-ctrix mIkiv** II. \V. Cairo is S'J/J f«M't. 
li\ cnimrcfiiiy tin- 111. ("nit. willi thr St. L. \'. iS: T. II. H. \l. jit Van- 
«lalia, mv result for tlic dillrrciK-c of ricvat ion ol' IIm'sc points is 1M;.(» 
J»'»'t ; Wy III. (\-nt. K. K. to Decatur, and T. W. cV \V. K'. It. to Saint 
Louis, !M» feet; l»y 111. Cent, to Kllinfrliani and St. L. V. cS: T. H. I!, li. 
to Saint Louis, JJS.'J feet ; by ('. vS: V. and St. L. .V: S. E. K. K.s, 'XiA teet ; 
and by a preliminary survey for railroad Iroiii Saint Louis to ('a ro, lOli 
teet. The mean of my tbnr determinations by (•onstnieted lines, the. 
jni'liminary-smvey result <»f 102 feet beinj; excluded, is tMJ.O.j feet for 
the elevation of Saint Louis directrix aboxc 11. W. at Cairo. 

1 ho])e the evi«lence that I have ju'esentcd will be consideied as war- 
raiilinn this imporraiit <-han,i:e of I2.i..'i feet that I have made in the ele- 
valion of Saint Louis and the fall of the .Mississii)pi iJiver.* 

ELEVATION OF OMAHA. 





Fcit. 


Various <latuiu planes. 


5' -'^ 

.IZ'tr a 
- ir " ? 

•; s o a 


Fimt determination. 
DnliiKiue, Mississippi Kiver, by a report from Mr. J. 


10. 00 
13.00 
12.00 


Above Lake Michigan 




A. L:ipliuiii, Mihviiiikei'. 
Diil>ii<|Ui-, L. "W. Mississippi Kivi'r, by Galeua &. Cbi. 


do 






do 








589.15 








601. 15 


Sioux Citj-, track ou levee, by 111. Cent R. R., Iowa di- 


522.50 
5.34. 20 


Above L. W. at Dubuque. . 




vision. 
Siou.x 'Mty, track on levee 


Above Lake Michigan 




D<i 




1 12:<. 35 


Mo. Viilloy junction witb C. & N. W. R. R., by S. C. & 


90. C 


Below S. C. trac|k on levee. 




r. U K. 


1, 032. 75 


Council lilii'tl's station, by C. &N. W. R. R 


2(1. 00 






Councii 15:nll's station ..'. 




1,012.75 


Mis.sonri River 


31.00 






Do 




1 001.75 


Council Hhitls, Mi.s.souri River L. W.. by two other 
reports ol' (J. <t X. W. R. R. 


31.00 


Below M. V. j unction 






1, 001. 75 


Check vpini first determination. 
Fremont, by S. C. & P. R. R 


100.3 








1,22.3.05 


Onialia, L. W. mark base of D. P., bv U. P. R. R 


236.00 


lielow Fr6inont 




Do : 




987.05 











This latter result is evidently the correct one; for if L. W. was only 
n feet below the Council lilutis station, as is reported by the C. «S: N. 
AV. Ji. i;., then their station would be overflowed 8 teet in time of hi<.jh 
water. By the caielul leveling' of the bi i«l.ue-company at Omaha, the 
flat alluvial rej^ions on both sides of the Missouri Kiver were shown to 
be about twenty feet above L. W. Hence, I reject the rei)ort of low 
water by the C. & N. W. K. K., and by levels frtmi Council BluUs .'Sta- 
tion across to the U. P. li. 11. L \V. l)ase at Omaha. The various old 
and new ilatums on the C(»uncil IJlulis side of the river cannot differ 
over 2 feet in hei^iht. 



* Since tbo abovo wii.s \vritti'ii, I bavr found ii ivport of tbc Saint Louis and Iron 
Mt. II. U. survoy.s. .si>(iu'd by .J. II. Morb'y, cbicf ou;^ini-iT, giviii}; H. W. in Mississippi 
River, at Oliio City, opposite Cairo, as 'J7 fin^t bt'low tbi' Saint Louis dirfciii.\. and 
H. W., Mississippi Kiver, New Madrid, as 126 feet below Saint Louis direetrix. 



J OECHiKAI'ltY ELEVATION OF l>ATrJI-P«Jl.NT«. ^ (i-19 




thin I.*. I- M U»J« el L- r. 1 



r.-.i- r TJt.iT. .• . Mwteii» 



I 



a* 

tLV 



1. * p. to IVafia llafew Uk» lltekl«ui 



,Uk 



»«rt* il^trrvtiMfMiL 



II.U. l-ki^^. 



D. «aU 



050 



GEOLOGICAL SUliVEY 01' THE TEUlilTOUlES. 



Kcanify .Iniietiou, by St J. & 1). K. R. 

KciiniiV iiiiit'lioii 

Oniulia.' L. W. l«w»o of U. P. R. 11 

Do 



J'inal rcmilU. 

\V. hasp of r. V. K. It. at Omalm: 

{•i) First ili-lrriiiiiiat inn 

('.t) Second ili-tcrinination 

(3) Third tlt-ternilnation 

(2) Fourth detcnnin-ition 



(1) Fifth dctiTminatiou 

Mean with Tvcights 



Adopted remtlt. 



L. 'SV. basp of F. P. ]M£. at Omaha 

(The olcl llOU-loot ])oiiit driven as Uniaha on the jinl)- 
lished )ir<>lilesof tlie U. 1'. It. It., was n stone staud- 
inf; iijiou the bank of the river. It is now washed 
awav.) 

Stone on river-bank called %e feet above sea 

Do 

Present depot -jp-ouuds on main lino U. P. It. 11 . . 



Feet. 



1,311.00 



1, 1711. 00 



9«7. 0.") 

OM. y.'> 

!)70. t)ci 
OUI.H'J 

!)a4. 11 



VarioiiH dii.tnin.plaucii. 






= -1 



Above 11. W. ftt Sniiil Joe 



llelow Ke^irney Juuution 



15 V S. C. &.. P.. bv Fremont 

n'v<;. i; N. AV. It. It 

UyClt. I.& 1'. It. It 

lly 1>. \. M. and P. P. fnun 

Kearnev .Iiinition. 
Hy Saint.Joeand I'. P. from 

ICeuruev Jnnetiou. 



Above L. AV. base. 



Abovo L. W. base. 



2.1(U. II 
" "iJtM.ll 



997. 90 
1, OliU. 40 



From this (L termination of Omaha, it seems that 31.0 feet must be 
added to all the elevations ot tlie U. P. K. K. to give the tnie hei^^ht 
above the sea ; but the raiifte among' the results is so large that llie 
h'xeling across Iowa must be very poor as compared with that of the 
lines east of the ]\Iississi})pi River. 

Omaha cannot be con.sidered as well determined as Kansas City : but 
this mean of five level-lines is much more pr()bal)le than the old deter- 
mination, which rested on barometric; observations. 

ELEVATIOX OF KANSAS CITV. 



Fimt determination. 

Kansas City.II.W. Ih-M, mark on abutment of r.iilroad- 
bridjif, by Mo. P. It. It.. leiiorted to me by general 
suiierintciiilcnt, Mr. Talmad;;e, October, le7J. 

Saint Lnnia directrix 

Kans.-is City, H. W. mark li344 ^ . . 



Feet. 






Variou.s datum -planes. 



■5 > ' ? 



342. 00 



Above 
rix. 



■iaint Limis direct- 



Second determination. 

Junction of St. L.K. C. & N. Pw R. and H. & St. J., 

by St. L. K.C. & X. It. It. 
Kaii.siu* City, Ik W. mark 1^41, by line of levels run 

for US by eitv-eiifrineer. 
Kan.sasCity, II. W. mark 1^44 



Do 



18.54 



4->. 20 
77i'.2D 



Above Saint l.ouis direct- 
rix. 
Above junction 



344.4-2 xVbdve Saint Loui.s direct- 
I rix. 



, UKCKiUArilY — KUEVAIION OK l»ATlM-l*OlXTH. tiol 






y^mrlk Jttrrwni 



^•d«a«lwi' 




t^^ttr^ u w 



ro 4!f«-1r--! 



Mmhi vllkvrts 



II IV i.«4 



I hiivi* given tli<> i;n'alcrw« ml MHHinihlrtiriiiiiialiiiiiK, 

.. 1....1. - ,,„„, ihriM'tlx *• ^ • • ' '■ '■•• 

•', run until I 

n>t i\ iiiHiiM <*HV II. ^^ . 1 ^ J ■ I 111^ ■ I ..II .N .1-. If 

|M>rtiHl li\ Mr. O. rii:inuti>. r K. (' i<> Mr. K. i\ 
- r of tlir K r. K. l;.. .Iul> H. !>.<•. ami 1. " i 
. K, IV \i U ImiI Iiv rtll till. oiIht Ium h . 



Ill rllKi 

r ..f I! 



:... I'. K. 

:!X Ilr 



tin 



t"!"' "1 



•II. I .. •! 1 1 n 1 , > t 



.1 U" I M 



fret. I tliink the pviil«'nifron<-lii«i\<> that lli«> n'|Mirt oi 



652 



GEOLOGICAL SUHVKY OF TIIK TKRRITOKIKS. 



tot'oro rclifd on for this (lifl'crciiro ofclrvation, was intended for ;55L*.r»l, 
1ml alteied in j-op.Nin^. Tlie remainder of the error was iluc to assiim- 
ini; tiie ohl eh'\ation «if the Saint Lunis directrix. 



EJ,KVATION OK DENVEK. COLO. 



Fint determination. 

State-line, castt-m tcTiuimm of K. 1*. K. II. track 

Kan,sn.s Citv, II. W. \>'U 

Stati-liiic, k. I'.li. l:. track 

Dinvcr jmictiou ofK. P. & 1). V. K. R., by K. P. R. R.. 

Denver iiinction 

Denver, 1). P. & K. P. II. R. depot track, by D. P. profile. 
Denver, D. 1'. &, K. P. passenger-depot track 



Foot. 



7.ai 



Sciond determination. 

Cheyenne, U. P. depot track, by U. P. R. R 

Omaha, F. P. L. "W. datnm 

Cheyenne, T^^. P. R. R. depot track 

Denver, I). P. .^ K. P. K. K. depot, by D. P. R. R 

Denver, K. P. & D. P. li. li. passenger-depot track 

Third determination. 

Constrnction-st.ition 3985, near Pine Blnflf, on U. P. R. 
R.,bv U. P.R.R. 

Station 3!)85 

Denver, D. P. depot, bj* a D. P. R. R. preliminary 

Denver, D. P. depot 



Final results. 



(1) Fir.st determination.. 
(0 Second determination 
(0) Third determination . 
Mean with weights 



Adopted result. 



Denver, D. P. & K. P. R. R. passenjrer-depot track. 

Difference from the mean, by K. P. R R 

Difference by U. P. R. R _ 



4, 448. 70 
"" 13.25 



5, 095. 00 



4, 113. 00 
"'i6i.45 



5, 198. 97 
5, 194.20 

5, 192. ■^:> 

5, 196. 58 



+ 2.39 
-2,38 



Varions datiiiu-plancH. 



IJelow H. W. 1814, K.uiBaB 
City. 



Above State-line. 
Below junction . . 



Above Omaha U. P. R. R 
L. W. datum. 



_ - « 



Below Cheyenne . 



Above Omaha L. TV. datum 



Above station 3985 U. P. 
R.R. 



I5v K. P. R. R 

By r. P. R. R. &D.P. 
By 1). p. preliminary . 



770.77 
703.52 



5, 212. 22 
5, 198.97 



977.90 
6, 072. 90 



5, 194. 20 



5,090.90 
5, 102. 35 



5, 19C. 58 



Tlie third determination is jjiveii no weijrht as ajjainst the construction- 
lev<'Is of the same railroad. Such a close afiicement between theU. P. and 
K. IMi lies was not to l)ee.\i>ected when we realize that for the last thousand 
miles they are really indei)endeiit, one beinji troin Chicago, by w;iy of 
Saint Louis and Kansas City, and the other by way of Omaha and 
Cheyenne. Thoiifth Denver is two thousand miles from the sea, this 
determination of its elevation is probabl.v very close to the result that 
would be obtained by the most accurate line of levels run across the 
country for scienti(i(; purposes; but a considerable error must jiertaiu 
to all results from the etfect of the mass of the Ktx'ky ^lountains in de- 
tiectiiiL;" the level from a truly horiziuital ])osition. We cannot tell how 
much this error is until a most accurate <;('odetic belt is completed from 
the Atlantic to the llocky Mountains, and then, knowing: the station- 
errors or the dellection of the plumb-line alon.u the belt, we may correct 
the levelin*,^ proportionally. As this cannot be done for many years, 



(iEOORAPIIY KLKVATIOJf OF I»ATirM-POIXTH ('.fij 

(he > U* itiiulo tiir b«iMt for 

inii ' ■ ^ ■ _ *■ 

KLtrATIoV oKrilKVKN'VK 



4lrMlrt«. b) (' < K. l: 



Mw0f9f9 990tm€» 



Till* riHtult by tlir (Vntml P.w itW* of <*aliri>niiii in (;iviMi iiuirli th«* 

;;rf;ifi'r «fi;:lif, IniMttM.' !• •- '■•-MMiiM liiii' of Ii'vi'Ih mil l»> «iiir mil 

i.'.kI « ..iii|..jii\ , till •. iiiir I . Mr. S. S. Moiiiaeiii*. Hn|MTiiitciHl- 

III;; (III- luliiiiti:: ••! •ill IIm' mn^ iim i iir iii. ' ' ' .ir\ ail<l 

liiiiil I'lolUrH. Till- li-nmh, ii|h4i. Ml tliiHliiM- t,i| that 

IliMli ■ * ' ' 

li . * n«»oti«« l«»np rhniM of l»«v«»U rn»m tin* Atlanlic 



■ "i-tIIi.-i flu- liiii-H fiiiiii \i A <)!\-ii|||| 
I- • . : •; •'•."■ • liy I. M. l:. I l»^ 

•"»:. 

Ill tbiM ruaiii, 

iiiK I. •Ill- ••••in 111 >■ I i>ii III • (•-•I. 



hi I I- , ' t !• I? !• 



G54 



Gi:OhO(JICAL SLUVKY OF Till-: TKUKITOUIKS. 



ELEVATION OF COLOUAUO Sl'UlNGS, 



(DriiviT tk'iMit of 1). & U. O. R W. tiack in i«i)<>rto«l 
to 1m' onu loot nbovr D. IMt. IL track. This limy 
be ill error l^•Jf<M(t. 'I'lic follow iiic liKuri-wnM' taken 
from tlie uflicial pruflle iu uhc at tbc D. &. li. O. IC K. 
iMniipaiiv'H oHiff.) 

Denver, I\. I", ilepot 

Denver ilepot D.vV K.O.K.U 

Colorado S|iriii;xM depot 

ColoniiloSprin;:8 

Denver, 1). 1". &. K. 1'. ilepot 

Colorado SprinjiM depot 

Colorado Springs Hotel lloor, by report of Mr. E. S. 
Net tie) on, C. E. 

Colorado Springs Hotel floor 

Uoi'k basin of Miinitoii Spriiiji, by Icvc-ls from nAl- 
loadliencb, by K- S. Nettleton, C. E. 

l.'oik basin of Maui ton Spriuj^ 



Feet. 



r., H-2.6 

5, 1-I3. 6 

5. !l31.ri 

7&'J. 



820. 67 
i,i33.32 



VariouM dutuin-plaiicii. 



Above Denver K. P. depot. 



Abovo Denver K^P. depot 
Above Denver K. I', depot 



«S S a 
-sJI 






•S, 1%. 58 



C, Oil. t5 
C. 2!»C. 92 



Elevation of Piii:E's Peak. 

T am .uieatly iiidobtod to Mr. E. S. Nettlotoii. civil onsiiu'cr, for a re- 
port dated .hine L'!>, 1874, of a line of levels \\ liicli lie lia.s ju.st run from 
a I). & H. G. 1{. AV. beneli at Colorado Springs to the exact sunmiit of 
Pike'.s Peak. The line was run on the request of Gen. Albert J. Me.ver, 
Chief Signal Ofllcer, U. S. A., and at the expense of the War iJepart- 
nient, for determining the elevation of the United States Signal-Office 
meteorological station, Avhicli is situated on the summit of the peak. 













Feet. 


Various da 


tuni 


1)1. 


mcs. 


«i X 3 
























■5 > i 5 
llll 




heat rock 


on 


Pikc'i 




8,950.1 


Above 



Denver K 


P 


depot 




Do 




n, HC.C8 



Elevation of Mount Lincoln and Faikplay. 

The J). & S. P. R. K. having run a line of levels for the final location 
of their railroatl up to I'airplay. we secured the services of their engi- 
neer to continue the line to the summit of ]\loHiit Lincoln, at the expense 
of our survey. The object of this was to determine the exact elevation 
of our barometric station situated near the top of the peak. The fol- 
lowing are the results of this line of railroad levels: 



•AKb^S.) 



KAPIIY — KLKVATIOK OF l»ATi:jl-POIXT«* »k')5 





r.»i. 


VaHo** 4al«i» ^M*^ 








^CM 



in'mio'. 



lr«»teM4 atlrrrln 



vbvf«M.T,llfeiUi 



I. w. M «jte» Ibw. 



>'«« Alkia>. 



Grni 



GKuLOtllCAL aUllVEV Ol" TllL TJ- KliiTOlilES. 





FlM't 


VnrioiiH (latum |iliiiicH. 


if c 
•- ? ~ 

.s V s a 


X.w Albany, L. W. in Ohio River, by L. N. A. i C. 


39(3.00 


Ik'low G ri'i'iiciuit le 






J'.l. -.'• 


N< w Albun'v. L. W.of Ir*.')" in Ohio Kivcr 






:i7:>. 73 


(This wii.s not <>ii>< of llii< ycarH of lowcKt wuUt, but 
il wiiH |iMili!ihlv altoiit four ffi<t abovo it.) 

Louisville. I.. \V" 

1 jsNllli- 1, \V. Ih."i7 


24.00 


Above Ni'W .Mliaiiy, L. W 


4UJ.7j 


I-AMUSvilll- I,. W 


Hi. 00 
3U.0O 
4:». '.VJ 






i:v;iusvill.- rail by K. & C. V. 1{. R 


do 






Above M.T 




Kv.in.sville, L. \V. Ohio Rivor 




353. 39 








31)^. sa 


KvMiisvilli-, H. W. \r'r! 


■Xi4. r,i 


Uulow Union <lc|H)t li-ack 




r,\ .sMiv.v for K. iV I. it. U.. 11. W. lr>-J7 


3.'<7.22 


i:\aiis\illi' Kailroiol track, liy St. L. &. S. E. R. U 


3."i. i 


ISelow Saint Louis iliretiris 


393. 08 


Kvansville L. W 


1 


340.08 




i 





ELEVATION OF CAIRO. 



First dctcrmuiation. 



Cai'-o, T. C. R. R. tra<k on Icvse, by C. & V. R. R 

D<. 

Caii-o, II. W. Ohio River, by C. & V. R. R 

Do 

Cairo city-base, by fu;;inc<T in charge of levees 

Cairo city-base, oViliuary L. W 



Sccon-l determination. 

Cairo, H. "W. Ohio River, by mean of four routes, 
(.see discussion of change in Saint Louis directrix, 

1'-) 

Ca no. H. Vr. Ohio River 

Cairo citv-base 

Do' 



Third Determination. 



Cairo, H. W. 1858 iu Ohio lliver 
Cjiro citv-base 



Fiiiirth determination. 



Cairo, n. W. Ohio River. 

Do 

Cairo, litv base 



Final results. 

Cairo city base : 

First ilcteriniuation 

Secniiil diteiiiii nation 

'I'hird detertiiiuatiou , 

I'ou'th (b'teruiiiiation 

Mean 

.\ilo|)t<-d result 

( 15v report of engineer in charge of levee oonstruction.) 

Cairo, extreme I,. \V. October Ij, 1871 

Cairo, onlinary L. W 

Cairo. II . W. ikv 

Cairo. II. W. 18C-J 

Cairo. II. W. IflC7 

Cairo. IlliiioiH Central track on levee 

Cairo Hotel, northeast corner 

Cairo, Mississippi levee '. 



96. 5 Below Vincennes 

97. 66 iielow Vincennes I 

I ' 337. 39 

43. 00 1 BelowIUinoisCentral track 

294.89 



96,0.") Delow Saint Ixiuisilireitrix 



41.00 



Bdowmean of hi^h 'stfloiMis 



Above M. T. Xew Orle<ins 



258. 50 Below Chicago directrix 



294.89 ' By Cincinnati.. 
291.24 Hv Saint Louis. 



an. 13 

287. 65 
291. 2:1 



11.91 
0.00 
40. 38 
41,69 
41.81 
43 to 43. 5 
43. 26 
44.00 



r.y New Orleans . 
By Chicago 



Below city. base . 



Above city-baso. 

do 

do 

do 

do 

do 



:ni.5i 

291.13 



328,65 
287.65 



,j^,p,^, OKOiiRAI'llY — KI.KVATIO?! OP nATI'M-POINTX <.57 

> !•• ^ poimla dtirrmimtd i« (A<« i«r«»lif«lMa. 



Xmm* fff 4c(«nBlaMt |>u<ot* 




G.j8 



Gi:(jLO(;K;Ah sl•K^■l:v or [iik Tr,KKiToi:n:s. 



ElevaliotiH of puinU ditcnniticd in tnin invmtiijalion — CoiitiiiutMi. 



Xamt'i of (lutcriiiiiicil ixiintH. 



1< inknk, II. W. 1851 , MinslriHippi Hi vrr 

Ki'i.liiik, L. W. (cxticnii') Mi■^siHHi[l|)i Uivi-r 

!..iv.ri-iicr. K. P. 11. \V. .V L. i L. Iiraiicli.liiiiction 

1. iwnncf, K. 1'. 1!. \V. iliix.t Iraik 

1.1 avfiiwiirili, citv ilaiiiiii, rxli«-iiu< L. W. MiMHonrl Kiver, Jan., 1867... . 

I.. :i Mil will 111, 11. W. Mi.s.s.iiiii Kiver, (prolialilv IS-H) 

I.itll.- l;.Mk. (•.& F. K. l:. il.pot .■ 

I.niiiNX illc, L. \V. ill Oliio Kiver, hIhivo falls* 

].:iUv ('liaiiiplulii, mean surface at Wliitcliall 

lake Ontario, niraii Hii:fare at Oswi-irii 

I.akc Ev'w. iiicnii surface at Hiilfalo aiul Cleveland from 1844 to 1857 

J.aki- .Mi('lii<;nu, liieaii surface siuce lH53at Chicago 

i.::l;e Huron 

Maiiitiiii .Sprinjis. reck around the Manitou Spring 

MrKeli/ie Jiinelioii (l.pot 

Memphis. II. \V. in MissisHippi Kiver previous to 1858, and is 100 feet 

aliiive eitv-<1atum . . 

M endof a, C". 15. & ( >. K. K. depot 

Miiisiuiri Valley junction 

Mciiii't Lincoln, extieuio suniniit 

Mipuiit Lincoln, cistern of barometer in l&^7:i 

Montreal, suninier water-level in river 

N( w A Ihanv, depot of L. X. A . & C. K. K 

New Allianv, L. \V. I8.">7, Ohio Kiver 

( f-dcu, r. 1'. & ( '. 1>. K. K. (hpot track 

Oiiciha, hase of levels of U. 1'. K. K., L. W. in Mi.s.souri Kiver 

Oiiialia. 11. \V. in Mi.s.souri Kiver 

Oii:aha. bed of river 

Omaha, b<'iich heretofore called iUiii feet above the sea 

Omaha, track at jire.scnt depot in nia^n line I'. I'. K. U 

Omaha, tops of east and west ab'.itments of railroad-bridge 

( )swe;.'o. mean surface of Lake Ontario 

T,ii keislMirj:h. L. W. in Oliio Kiver 

I'eoi ia, eitv-datum. L. \V. in Illinois Kiver 

I'eoiia. C.,K. l.icV. K. K. depot 

I'illsliiirgli, Union ih'pot track 

ritt.Hliurgh, citvdatuni, L. W. in river. 

I'iltsbuigh, 11. AV. Itf.iJ 

I'lttslmruh. IL W. 183-.2 

I'ikes Peak, exact siinunit 

Tikes Peak, top of U. S. G. <fc G. .survey nionunieut on east side of summit 

J'liiladi'Iphia, city -da turn .. 

I'hi'a'lelphia, Pa. K. K. datiim or hase of levels 

I'liila lilpliia. mean tide in Dclawari' Kiver 

Pliiladcliliia. hi;;li tide in iJelaware Kiver 

Philadelphia, low tidc> in Delaware Kiver 

Point Pleasant, very L. W. in Ohio liiver 

I'ol'tsnioiilh, L. M'. in Ohio Kiver 

Port Unroll, mean surface of Lake Union 

Ptu-t Sarnia. mean surface of Lake Huron 

I'ort Sarnia. G. W. K. \V. track 

Prairie Dii (Miien. prob::lde L. W. in Mississippi Kiver 

Qniney.C., 15 & (). K. K. depot 

Qiiincy, L. W. 18."i-l Mississijtpi Kiver 

Qnincv. H. \V. 18.") 1 Mississirpi Kiver 

Quebec, mean hi;rh tiile in Saint Lawrence Kiver 

Kock Lslaiid, C , K. 1. & P. d.'pot track ... 

Kock Island, II. \V. 18.')'J Mis.sissippi Kiver 

Kock Lsland. city-base 

Sioux City, K. li. track on levee 

Sioux City, bed of Missouri Kiver.. 

Sioux f;ity, L \V. Missouri Kiver 

Saint Joseph. 11. \V. Missmiii Kiver 

Saint Louis, oit.v directrix 

Saint Louis, H. W. 1811, ^lississippi Kiver 

Saint Louis, H. \V. H.^i^, Mississippi Kiver 

Saint Louis. 11. W. li^.M, Mi.ssissippi Kiver 

Saint Louis, L. W. extreme < 

Saint LoMis, ord. wa. Mississippi Kiver 

Saint Louis, center if bridge on K. K. track 

Saint Loiiis, center of l)rid;;e on wagon-road 

Sl«-nheiiville, L. \V. in Ohio Kiver 

Tene Haute, T. 11. &. Ind. depot *. 

Terre IIant4', H. \V. in Wabash Kiver 



fHatc. 






Iowa 

. do 

KaiiKnit . .. 

.. do 

.. do 

. . do 

ArkansaH . 
Kentuckv 



Colorado . 
Tenu«»«cu 



...do 

Illinois 

Iowa 

..do 

.. do 

Canada 

Indiana 

.. do 

Utah 

N'ebraske 

...do 

...do 

...do 

... ilo 

..do 

New Tork 

West Virginia . . 

Illinois 

. . . do 

Pennsylvania .. . 

do 

...do 

...do 

Colorado 

Uo 

Pennsylvania . . . 

do 

....do 

...do 

...do 

West Virginia . . 

Ohio 

Michigan 

Canada West . . . 

..do 

Wisccmsiu 

Illinois 

...do 

...do 

Canada 

Illinois 

...do 

...do 

Iowa 

...do 

...do 

Missomi 

... do 

...do 

... do 

... do 

....do 

... do 

...do 

. do 

Ohio 

Indiana 

....do 



902.55 

4PI.W 
831. .-52 
W.'.. .'.3 
TUXm 
788.89 
a0!l.29 
4U:j. 73 
10(». 84 
250 00 
57:t. OH 
bPX 15 
58<). I* 
, 296. 98 
488.21 

218.65 

, Ol'.t. 70 
, 2?Ki. t» 
, 187. 63 

3o.no 

451. 75 
379.75 
, 303. M 

977. no 

996.1)0 
96 1. 10 
997. no 
, Olio 40 
, 049. 40 

•ZM. i;o 
.".7.t no 

4 !'.». 00 

464. 70 

740. (H) 

0119 20 

729. 8« 

T.ia. 95 

,146.68 

, 124. 84 

8.TJ1 

C.9I3 

3. 3411 

6. 4.-4 

0.214 

522.00 

479.00 

589.15 

589.15 

50X 15 

613.00 

40.->. 22 

472. 39 

493. 1 1 

15.37 

.'>08. 68 

SCO. 68 

546. 68 

, 123. 35 

, 094. 00 

, 104. OU 

820.11 

428. 29 

435. 87 

431. 57 

431. 17 

394. 48 

408 00 

485. 80 

510.04 

6:i0. 77 

504. 75 

485. 45 



•This determination is not checked, and should not be considered of equal ijnality with the others. 



I GKOORAPIIV — KLKVATIOX OF DATrM-POINT«. 659 



Vmmm mt 4H«««tlM4 fU»t» 


}(«M •( Ht 


•• u » 






•> 

•» 
n 



J 









>^ > > ^> 

7> »> 



-> ■>> ^])>i) 












)>> > 



> 




> >.> 




% ^ )> 


--.."i',- 


> > 35 


:.-, y 


^ '^ 


^ • y(i ■ ' 


^ > L> 


■ ) >^\Ee-.' 


> > 


> 


> 3 


■ ) )• 


> 3 


;> 






^ J) :> 






:>2> 



>^^ 



3^ 



^ ^ >> > J)- i> 



VV1>.;> 



..^:^ J>3>'.^' 



■j> ;> 



i:^^^^ 


















> > >> 303 S^^ 



> > > > > > > 



> >> J 






> > > 






>>>>>> 






. ? ?^ > ^ >1 






> > > >. 



» > 

> > 

> J 



►^z 



►^»>: 



> > . 



^> 



> > > » 

> > > . > 
t> >) »> > 

J > > j > ^ 



